Vehicle end framing



Patented Feb. 11, 1936 UNl'i'ED STATES v 2,030,4er

PATENT OFFICE VEHICLE 'END FRAMING poration of Delaware Original application June 1'7, 1933, Serial No. 676,265. Divided and this application June 14,

1934, Serial No. 730,610

13 Claims.

This application is a division of our copending application Serial No. 676,265, for Light-weight maximum strength and of minimum weight.

vA particular object is so to dispose and connect the individual stress members entering into the end frame assembly as to enable the structure as a unit to distribute shocks of impact, imposed thereon by impacts and the normal surging and lagging action of connected cars in a train, to all of the respective roof, side wall and underframe stress transmitting members equally.

An important object is to provide anti-telescoping end wall posts of tubular construction adapted for wedging connection with the end sill casting of the underframe.

The foregoing and other objects are attained by the construction illustrated in the accompanying drawings, in which Figure 1 is an end elevational View showing the front vestibule end wall with a portion thereof broken away to expose the car body end wall and framing details;

Figure 2 is a partial plan of the vestibule having a portion of the roof broken away to show some of the framing details of the body end wall and vestibule end wall;

Figure 3 is a vertical, longitudinal section thru the vestibule of the car taken on line 33 of Figure 1, showing the method of anchoring vestibule anti-telescoping posts to the buffer end sill;

Figure 4 is a vertical, transverse section thru the anti-telescoping post anchorage in slightly modified form and taken on line 4-4 of Figure 5;

Figure 5 is a vertical, longitudinal section thru the same taken on line 55 of Figure 4 showing the post filler and wedge anchor; and

Figure'6 is a bottom, plan view of the same.

In the drawings, only that portion of a railway car 16 adjacent a vestibule thereof is shown, the end of which, as best indicated in Figure 1, is covered by wall sheathing side sheets 12 secured to the hollow posts 249 and vestibule corner posts 269, buffer end sill 18 and roof end carline I96, and by intermediate sheets ll secured to the roof end carlines and upper ends of the hollow posts 249, as shown in Figure 3. The posts 249 are formed with portions of their upper ends cut away and tapered as at 218 in Figure 3 to permit the driving of rivets 211 connecting adjacent wall sheets 11 and 12 to the posts at that point, the remaining portions or Wall sheets 12 being secured by machine screws 2'12 tapped into said posts. These sheets are further secured to the posts by vertically disposed angle members 213 extending along the inner faces of the sheets and one side of the posts and riveted to both to insure proper stability of the wall structure at the diaphragm position. The diaphragm 8 is secured by the usual attaching angles 214 also screwed to these posts. The car vestibule I5 is closed by the usual side doors 4 opening inwardly against thecar endwall and by platform trap doors 5 covering the step 6 and adapted to be raised'against the vestibule doors when open.

In the present embodiment, the posts 249 are tubular and entered in pockets 253 in the bufier end sill 18, as'best shown in Figures 4 thru 6. In their preferred form, the posts 249 are made up of two complemental channel-shaped webs 254 and255, the one nested within its companion member with their flanges overlapped and secured together, preferably by welding. V

The posts are made larger at their'base and tapered thence upwardly and secured to the roof end carline as indicated in Figure 3 and are shown with their inner faces 256 inclined with respect to adjacent inner walls 251 of respective pockets 253 to pro vide a wedge-shaped opening 258 therebetween adapted to receive a locking wedge 259 designed to prevent withdrawal of the posts "from their pockets and develop the full strength of the posts to; resist thrusts of impact from the invading car at points above the vestibule platform.

To preserve the contour of the posts at their lower ends under impact pressures and provide the maximum resistance to bending at the buffer end sill, the posts are fitted at their lower ends with tubular filler blocks 26!] conforming to the contour of the posts and adapted to be entered between the sides thereof after the posts have been positioned on the car with their lower ends inserted in the buffer end sill pockets 253 and before the locking wedges 259 have been driven. To facilitate the assembling of posts and fillters with the buffer end sill, the post pockets 253 at their lower wall peripheries are formed with inwardly projecting ledge portions 261 along three sides of the openings upon which the posts are adapted to be supported. The filler blocks are formed for telescopic engagement with the posts andsecured'by bolts 262 extending transversely thru opposite walls 263 of the filler, webs 254 and 255 of. the posts, and webs 264 and 265 of the buffer and sill 18, as best shown in Figures 4, 5 and. 6.

It will be noted that the filler blocks 26!! extend with their bodies well above the upper level of the buffer end sill to provide substantial reinforcement for the posts against bending and possible shear at the platform. To insure accurate registration of the bolt openings for the securing bolts 262 and prevent upward movement of the filler blocks 260 beyond their assigned positions within the zone of the buifer end sill during the operation of assembling, the blocks are formed with stop flanges 266 extending along their lower wall edges at three of the sides of the block corresponding to the position of the post supporting ledges 26! on the buffer end sill so that such flanges will engage the undersides of the post ledges to permit application of the block supporting bolts. With the filler blocks in position within the posts and secured, they function as backing blocks to preserve the contour of the relatively light posts under pressure of the wedges 259 driven in between the inner walls 251 and adjacent inclined faces 256 of the posts.

It will be noted that the wedges 259 have their post-adjacent faces conforming to and engaging the sloping post faces 256 and their opposite faces parallel to and engaging the vertical pocket walls 251 and are held from displacement by welding the upper edges thereof to the posts and/or buffer end sill, as shown at 261, and at their lower edges to the buffer end sill as best indicated at 268 in Figure 5. By virtue of the construction described, the vestibule end posts 249 are held interlocked with the buffer end sill against withdrawal and shear under impact, and because of the use of post filler blocks designed to receive the thrust of the locking wedges 259, the relatively light post sections are held from distortion under the crushing pressures developed at the post bases during car movement.

The end sill 11 comprises, in the present embodiment a continuous anti-telescoping plate portion 22l extending between and secured to the inwardly projecting upper flanges 69 of. the side sills, a pair of U-shaped transverse members having base plate portions 222 and front and rear upstanding flanges 223 and 224, respectively, extending from, opposite sides of the center sill I 9 to the side sills 2|. The rear flanges 224 are bent rearwardly along their upper margins to provide attaching and supporting flanges 225 for adjacent edge of the anti-telescoping plate 22| which bridges the gap between the flanges 225 across the center sill and connects the U-shaped members to unify the end sill assembly. These members are further reinforced transversely of the car by continuous, angular members 226 secured to the upper side of the anti-telescoping plate 22l to which and the underlying supporting flanges 225 they are secured by rivets 221, as best shown in Figure 3.

The U-shaped members are connected to the draft sills by connections 228 or otherwise and supported at their opposite ends upon the inwardly projecting lower flanges 10 of the side sills. The U-shaped members are further stiffened by underlying cover plates 229 secured to base plates 222 of the members and preferably extending from the draft sills 85 to the side sills. These cover plates are of substantial width and formed with downwardly extending flanges 230 at their inner ends for connection to the draft sills and secured to the underside of inwardly and outwardly projecting lower flanges l0 and H of the side sills by rivets 23| whereby such plates would function as gussets to preserve the rectangular relation between end sill and draft and side sills although separate gussets at draft and side sill positions would meet the requirements in cases where the intermediate portions of the end sill members thus connected do not require the reinforcement afforded by the extended cover plates shown.

The continuity of the outer flanges 223 of the end sill U-shaped members is established by angle members 232 extending across the center sill and connecting the respectively adjacent ends of flanges 223 to which they are secured by rivets 233 as indicated in Figure 1, the member 232 serving also to support the inner edge of platform plate 94 between the step risers 95. The antitelescoping end sill plate 22l is further stiffened along its rear margin by flanges I89 extending transversely of the car between center and side sills and between side walls 8| of the center sill top chord 19.

The door posts 234, diagonal braces 235 and intermediate stiffening posts 236 of the end wall framing assembly are all of them framed into the end sill with their respective lower ends between the upstanding front and rear flanges 223 and 224 of the U-shaped members. The door posts 234 are preferably channel-shaped with their flanges riveted to end sill flanges 223 and 224. The diagonal braces, however, are of less depth and secured to front flanges 223 of the end sill members, while the intermediate stiffening posts are of less depth than the other posts and secured to the rear flanges 224 of the end sill members, but, in the present embodiment, only the post members 234 and 236 are extended to connect with adjacent carlines 59 although the diagonals 235 may likewise be extended to connect with said carlines, if desired. The interior wall sheets 23! which are interposed at this point extend downwardly upon opposite sides of the door opening 238 to the floor l6 and to a point above the door opening to define the door lintel 239, the door and intermediate posts being secured to said sheets between floor and carlines, as best shown in Figures 1 and 3.

At the end wall position, the side plates 23 support an end plate 240 extending transversely between and connecting the ends of the side plates and adjacent ends of carlines 59 and uniting adjacent ends of the post and brace members of the end framing, as shown in Figures 1 and 3. The end plate 240 is in the form of a channel with its web 2 extending vertically and its upper and lower flanges 242 and 243 outwardly, the lower flange 243 serving as an attaching member for the vestibule ceiling sheets 244 and securing flange 245 for the outer lintel finishing sheets 246.

The end plate channel provides a connection 241 for the inner ends of longitudinal members 248 having their opposite ends secured to vestibule end posts 249, whereby shocks of impact upon said posts or imposed by the action of associated upper buffing mechanism 256 during normal surging movement of connected cars in a train are transmitted to the end plate and by it to the side plates 23. The post members 234 and diagonal braces 235 are also secured at their upper ends to web 24! of the end plate 246 which thus acts to rigidify the whole end framing assembly at the roof line, rivets 25! securing the door posts and connecting the diagonal braces to the end plate and the sheathing sheets 252.

The braces 2.3 5 extend .from adjacent ithe door .posts at their lower ends to adjacent the .-side plates at their :upper ends so that in the :event .of collision and collapse of the send framing assembly, possible .telescoping of the-"cars would' be prevented by "the gathering-in of the-side plate .longitudinals with their .connecting end plates 240 into the path of the invading car to :check its progress to :the carinterlor. .TheFgathering-in of the end framing assembly would .result :only in the event :of the complete destruction :of anti- ,telescoping vestibule end .posts 12:49 iunder thrust of the invading car.

The roof structure is arched :between :the side plates 23and secured as a'unitto underlying channel-shaped side .plates .22 :byrivets i5l or otherwise to prevent displacement thereof :and :insure further cooperation with "the :side .wall :structure. The :side plates 23 .are .also preferably channelshaped with a pair of upstanding outer and inner flanges .52 and .53 with the connecting webs 54 projected outwardlyzbeyond flange52 and flanged downwardly :at :55 to provide a watershed :spaced outwardlyfrom the outer flange of :theside plate channel 22 beneathzand a securing means for the curved roof plates 24 connected thereto by rivets 51. The roof plates .24 are "rigidzand extend upwardly from the .side plate flanges 55 and inwardly for connection to intermediate andrelatively light :roof sheets .58.

The roof plates and sheets are reinforced by carlines 59 extending.transversely of the car .and supported .at their ends upon side plates 23 and held from displacementby the upstandingflanges Hand 53 to which and the web 54 they are "secured by rivets 60 as best shown in Figure 3. The rigid roof plates 24 and the.relativelylightintermediate roof sheets 58 are preferably joined by riveting as indicated at M orby welding, and are further braced and secureda't side-plate flanges 52 having thickened marginal portions-62 to which the roof plates are connected by .-rivets 60, the enlarged edges conforming to the curvature of and providing additional bearing area .for the plates.

Because of the unitary character o'f-the extruded longitudinal stress members of the side plates,

thejoining'together of the several separate members heretofore makingup such-assembly is avoided and the members shaped to conform to associated parts, as will be evident from an inspection of the side plate member '23 having anouter'flange 52 in addition to the inner flange 53 whereby the ends of car'lines 59 arenested between such flanges as in .a pocket, the outer .flange also providing a bearing and securing means for the curved roof stress plate 24 in planes inwardly of the depending eaves flange 55 so that the assembly would function as a column in bufling.

What we claim is:

1. In a railway car, a vestibule end framing including a bufier end sill having web portions defining thru openings vertically of the sill, hollow end posts entered in said openings, and means for locking said posts to said sill.

2. In a railway car, a vestibule end framing including a bufier end sill having web portions defining thru openings vertically of the sill, hollow end posts entered in said openings, and means including wedge members for locking said posts to said sill.

3. In a railway car, a vestibule end framing including a buffer end sill having web portions defining thru openings vertically of the sill, hollow end posts entered in said openings and formed with portions inclined with respect to andreceding from a wall of said opening,xand wedge members entered in the space between the posts and said walls secured to said sill for looking the'posts within the sill openings.

4. Inarailway car, a vestibule end framing including aibufier end sill having web portions defining thru openings vertically of the sill, hollow end posts supported in said openings and formed with portions thereof receding from a wall of said openings,'wedge means for locking said posts to the sill entered in the space between the respective posts and said walls, and filler blocks secured to and telescopically engaging said posts within the zone o'fsaid wedge means and sill.

"5. In a railway car, a vestibule end framing including abuffer end-sill having openings vertically-of the sill, hollow end posts supported in said openings, means in said openings for supporting said posts, and means for locking said posts to the sill including filler blocks telescopically engaging said posts and secured thereto and the sill "and formed with limiting flanges on more thanone and less than all of its lower peripheral sides adapted for engagement with said post supporting means.

"6. In a railway car, an end framing including ansen-d plate and sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a bufier end sill member extending transversely of the car and providing extensions inwardly of said sill for connection with the end sill of the first framing and support the platform between, vestibule corner posts,1hollow end posts interlocked with said buffer end sill, a roof carline member connecting said corner posts, and vestibule wall plates connecting saidposts and carline.

7. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a .bufier end sill member extending transversely of the car having thru openings vertically of said sill, hollow end posts entered in said openings, means for looking said posts to the sill, connections betweensaid sill and the end sill of the first :framingproviding support for the platform between, vestibule corner posts, a roof carline member connecting said corner posts, and vestiblue wall plates connecting said posts and carline.

8. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a buffer end sill member extending transversely of the car having thru openings vertically of said sill, hollow end posts entered in said openings, wedge members for locking said posts to the sill, connections between said sill and the end sill of the first framing providing support for the platform between, vestibule corner posts, a roof carline member connecting said corner posts, and vestibule wall plates connecting said posts and carline.

9. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a buffer end sill member extending transversely of the car having thru openings vertically of said sill, hollow end posts entered in said openings and formed with portions inclined with respect to and receding from a wall of said openings, and wedge members entered in the space between said posts and the walls and secured to said sill for locking the posts within the sill openings, connections between said sill and the end sill of the first framing providing support for the platform between, vestibule corner posts, a roof carline member connecting said corner posts, and vestibule wall plates connecting said posts and carline.

10. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a buffer end sill member extending transversely of the car having thru openings vertically of said sill, hollow end posts entered in said openings and formed with portions inclined with respect to and receding from a wall of said openings, and wedge members entered in the space between said posts and the walls, connections between said sill and the end sill of the first framing providing support for the platform between, vestibule corner posts, a roof carline member connecting said corner posts, and vestibule wall plates connecting said posts and carline.

11. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a buflfer end sill member extending transversely of the car having thru openings vertically of said sill, hollow end posts entered in said openings and formed with portions inclined with respect to and receding from a wall of said openings, wedge members entered in the space between said posts and the walls secured to said sill for looking the posts within the sill openings, filler blocks secured to and telescopically engaging said posts within the zone of said wedge members and sill, connections between said sill and the end sill of the first framing providing support for the platform between, vestibule corner posts, a root carline' member connecting said corner posts, and vestibule wall plates connecting said posts and carline.

12. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a bufier end sill member extending transversely of the car having thru openings vertically of said sill, hollow end posts entered in said openings and formed with portions inclined with respect to and receding from a wall of said openings, wedge members entered in the space between said posts and the walls, filler blocks secured to and telescopically engaging said posts within the zone of said wedge members and sill, connections between said sill and the end sill of the first framing providing support for the platform between, vestibule corner posts, a roof carline member connecting said corner posts, and vestibule wall plates connecting said posts and carline.

13. In a railway car, an end framing including an end plate and an end sill extending transversely of the car with vertical door posts and downwardly and inwardly extending braces connecting said plate and sill, a second end framing spaced outwardly from the first named framing to provide a vestibule between them and including a buffer end sill member extending transversely of the car having thru openings'vertically of said sill, hollow end posts entered in said openings, ledge means in said openings for supporting said posts, and means for locking said posts to the sill including filler blocks telescopically engaging said posts and secured thereto and the sill and formed with limiting flanges on more than one and less than all of its lower peripheral sides adapted for engagement with said post supporting means, connections between said sill and the end sill of the first framing providing support for the plat-' form between, vestibule corner posts, a roof carline member connecting said corner posts, and vestibule wall plates connecting said posts and carline.

WILLIAM H. MUSSEY. MARTIN P. BLOMBERG. 

